Automatic train-stop mechanism



R. MARCY. AUTOMATIC TRAIN STOP'MECHANTSM.

APPLICATION FILED MAR. 6, 1919.

Patented Jan. 3, 192,2.

8 SHEETS-SHEET I.

In zfe 71 'O 77 52am-dm@ R. MARCY.

AUTOMATIC TRAIN STOP MECHANISM.

l APPLICATION FILED MAR. 6.1919.

1,402,367. Patented Jan. 3,'1922,

v8 SHEETS--SHEET 2. f v

R. MARCY.

AUTOMTIC TRAIN STOP MECHANISM.

APPLICATION FILED MAR. 6. 1919.

Isqoz Patented Jan. 3, 1922.

*Y a SHEETS-SHEET a. l N

R. MARCY.

AUTOMATIC TRAIN STOP MECHANISNI.

APlLlcATloN HLED MAR. 6,1919.

1,402,367', Patented Jan. 3, 1922.

iLSHEETs-SHEET 4.

ard/7j allay l R. MARCY.

AUTOMATIC TRAIN STOPv MECHANISM'. APPLICATION FILED MAR. e, 1919.

Patented Jan. 3,1922. pff

8 SHEETS-SHEET 5.

iclz ard/146259 R. MARCY. AUTOMATIC TRAIN STOP MECHANISM;

B SHEETS-SHEET 6.

Pate'nted Jan. 3

El E 14.

aff

APPLICATION 'FILED MAR. 6| 1919.

. C T. A

y AUTOMATIC TRAIN STOP MECHANISM.

' APPLICATION FILIaD MAR. 6, 1919.

1,402,361. fatemi Jan. 3,1922.,

, 8 SHEETS-.SHEET v- 51"" Y y A III R. MARCY. AUTOMATIC TRAIN STO?IVIICHANISML 'O l. A APPLICATION FILED MAR. 6| I9I9. ,g1 ,402,367.1922.. I 8 SHEETS-SHEET 8.

' Patented Jan. 3 JZ? RICHARD MARCY,OF LINCOLN, MASSACHUSETTS.

srs

AUTOMATIC TRAIN-STOP MECHANISM.

incassa.

Specification o f Letters Patent.

Patented J an. 3, 1922.

Application filed March 6, 1919. Serial N0. 281,023.

To all whom it may cof/wem.' p l Be it known thatl, RICHARD MARGY, a

citizen of the United States, residing at Lincohi, vcounty of .MiddlesemCommonwealth of Massachusetts, have invented cer` tain new and usefulimprovements in Aut-o* matic Train-Stop Mechanism, of which thefollowing is a specification.

This invention relates to automatic train stop equipment, an ,lparticularly to the train carried equipment as distinguished from the.track installation.

The train-carried installation as herein set forth includesa train-linerelief which is adapted to be actuated bythe track obstacle and whichupon actuationvents the train-line system, causing the application ofthe brakes, a predominent speed-governed mechanism, and a semi-dominantlengineers permissive device dominating the train-line relief butdominated by the speed-governed mechanism and allowing the engineer todeliberately reclose the train-line system and resume control after hehas complied with certain conditions. i

Broadly the objects of this invention are to provide an installationwhich will automatically bring the train to a stop at any Speed; whichwill permitthe engineer to reclose they train-line system below acertain predetermined lminimumvspeed deemed safei to proceed withoutfirstfbringing the train to an absolute stop; whichwill preventtheengineer from reclosing the system and proceeding until the-train speed.hasbeen revduced to said predetermined minimum safey speed; and whichwill permit the engineer to deliberately let himself bya track obstacleset against him without bringing the train to a stop, provided that hefirst voluntarily reduces his speed to a minimum safe speed andafterwards recloses the system, all so constructed and arranged thatbreakage or failure of any essential part of the mechanism automaticallycauses the applicatior of the brakes. More specifically, the object ofthis invention is to improve `and sim plify the various mechanisms foreifectingv theseV several results, whereby to assure reliable andpositive operation.

@ne important feature of this invention is the provision for off fromthe'trainline .the main air reservoir supply as soon as the trip arm isactuated, so that when the train-line has been vented no more air fromthe main reservoir is alautomatically shutting.

lowed to enter the train line pipe, but instead theA air is divertedthrough the speed governed valve to the engineers permissive valve andthence upon operation of said permissive valve to the system reclosingmechanism.

In its preferred embodiment, this automatic shut-ofi" is so arranged asto work simultaneously with the vent valve in the train line pipe,whereby a single actuation of the' train-carried trip arm simultaneouslyoperates both valves.

Other features of my invention will ape. pear more fully hereinafter.The construction and operation of this equipment is fully disclosed inthe specification which follows. In the drawings accompanying thatspecification an embodiment is shown which has been found by test to bewholly satisfactory for the purposes intended. Throughout theVspecification' and drawings like reference numerals are correspondinglyapplied, and in the drawings- Fig. `l is a diagrammatic view of anengine equipped with my invention, showing thev relative location of theessential parts of my equipment.

Fig. 2 is a rear view with the cover plate of the engine boX4 partlybroken away to illustratethe speed-governed control valve.

Fig. 3 is an elevation illustrating the relation of the engine box andengineers permissive oontrol device and the connections therebetween.

Fig. 4 is a view looking into the engine boX from the rear with the backcover and attached parts removed, and particularly illustrating thedriving connections for the speed-governed relief control valve.

Fig. 5 is a fragmentary face view of the train-carried tripping armshown in Fig. 4.

Fig. 6 is a detail section on the line 6 6 of Fig. 9 and particularlyillustrating the relief valve controlling the train-line pressure, andthe retaining and resetting mechanisms for this valve.

Fig. 7 is a fragmentary detail section on the line 7-7 of Fig. 8illustrating the connection of the train-carried trip arm to the rockshaft.

Fig. 8 is an enlarged fragmentary face view of the parts shown in Fig.7.

b Fig. 9 is a plan section through the enginey Fig. l0 is a. section onthe line 10-10 of Fig. 9

Fig. 11 is a section on the line 11--11 of Fig. 9.

Fig. 12 is a section on the line 12-12 of Fig. 9 and showing the normalposition of the automatic pressure diverting valve.

Fig. 13 is a similai view'thereof showing the tripped position of saidvalve.

Fig. 14 is a detail section on the line 14 ia of Fig. is.

Fig. 15 is a section through the engineers permissive control device, onthe line 15-15 of Fig. 18.

Figs. 16 and 17 are views at right angles to Fig. 15 taken on the line16-16 of Fig. 18 and illustrating the normal and raised positions of theplunger.

Fig. 18 is a transverse section on the line isvis of Fig. i5.

Fig. 19 is an end elevation of the lspeedgoverned relief valve.

Fig. 2O is a side elevation thereof,

i Fig. 21 is a section on the line 21--21 of Y Fig. 19.

Fig. 22 is a rear view of the head of the train-carried tripping arm.

Fig. 23 is a section on the linel 23-23 of Fig. 22.

Fig. 24 is a plan view of the device which couples the trip arm tothe'rock shaft;

Fig. 25 is a section on the line 25--25 of Fig. 24, and

Fig. 26 is a diagrammatic lay-out of the engine equipment andconnections.

' I have indicated at A Fig. 1, a housing in which are located thetrain-line pressure relief mechanism V, the automatic pressure divertingvalve D, the dominant speed governed valve S which controls theengineers power to reset valves and release brakes by use of mechanismB. This housing may be mounted at any desired place upon the engine, andwill be hereinafter referred to as the engine box.

The automatic pressure diverting valve D located in the engine box A iscut into the pipe e which connects the main pressure reservoir M R- withthe engineers valve E by the pipes c and d. The voluntarily operableengineers permissive valve B is connected by the pipes a and al to thevalve D and resetting device R respectively. The

Vtrain line pipe e and the pipes c and d may all be equipped with handoperated shutoii's el, c1 and (Z1. The valves c1 and d1 are normallyopen and the valve el is normally closed. The purpose of these valves isto divert the pressure from the reservoir M R through the controlswithin the box A before reaching the engineers valve E.

The train line pipe e leads to the usual engineers lap valve E and fromsaid valve the pressure is carried by the connection T to the variousbrake cylinders of the engine and the cars.

Under normal conditions, the engineer determined minimum safe speed andthe engineer cannot resume control until said safe speed has beenreached and hehas deliberately reclosed the automatic system.` If,however, the engineer observes and heeds the danger signal displayed bythe Vusual block signal system, and voluntarily reduces the speed ofhis'train to the safe speed before actuation of the trip arm by theltrack obstacle, which preferably will work in conjunction with theblock signal system,he may let himself by the track obstacle withouthaving the control of his engine automatically taken from him.

The pipes c and d lead to an automatic pressure diverting valve Dmounted on the end of the rock shaft 3 which carries t-he arm 1. Thevalve D has a passage D1 normally establishing communication betweensaid pipes c and (Z, as shown in Fig-12, and adapted upon operation, asshown in Fig. 13, to destroy said communication and divert the pressurefrom the main reservoir into the pipe s which leads to the speedgoverned valve S see dotted lines Fig.V 6, and from thence to theengineers permissive valve B and through said valve to the systemreclosing mechanism R.

From the pressure diverting valve D the pipe d leads back to the trainline pipe c and from thence to the engineers valve E and to the trainline systemthrough the connectionT. Thus normally the pressure from themain reservoir M R passes along the pipe c to the automaticvalve Dthence,

through the passage D1 of said valve to the pipe d and back to the trainline pipe e beyond the valve e1'.

Into the train line at a point o between the engineers valve E andcut-out-valve V1 is tapped a brake pipe m which'leads into aY passage m1cored in a casting fixed within the engine box A (see Fig. 6). Theescape of pressure from this passage m1 is normally prevented by a ventvalve 2 opening with the pressure to uncover a passage 22 into llO iisv

the interior of the engine box A. The valve 2 is normally held to itsseat 21 in said passage by a gravity-o eratin .retainer 4 which ispivoted within t e box i v at 5 and is supported by the detent 6 andreleased through the movement of the rock shaft 3 from which the triparm 1 is hung. l

When the trip arm 1 is swung in its effective direction, the rotation ofthe rock shaft 3 is limited by contact of its stub arm 7 with a fixedstop 8 in the engine'boX. The rock shaft is locked in its position ofeXtreme movement by the spring actuated detent 6 carried on it byengagement in the recess 6F in a lug 62 formed on a wall of the enginebox. Normally, the` detent 6 engages in a locking notch 63 formed in fthe pivoted gravity-operating member 4. lVhen the rock shaft is rotated,the detent 6 is withdrawn from said notch 63 and the retainer, turns onits pivot, thereby rocking its valveretaining portion 41 laway Vfrom theend of the valve 2.

The pressure in the pipe b thereupon moves the valve 2 away from itsseat and the train line is vented through the passage 22. The samemovement of the rock shaft which releases the retainer 4 simultaneouslyshuts 01T communication between the pipes c and d by rotating theautomatic valve D which is formed on the end of said rock shaft,sufficiently to move the passage D1 thereof out of registry with thepipe Z as Y shown in Fig. 13, and diverts the pressure from the mainreservoir through the pipe s to a speed governed valve S which controlsthe power of the engineer to release the brakes by use of the resettingmechanism` B.

To this-end the automatic valve D is provided with a byepass D2 leadingfrom the main passage D1 thereof, and normally covered, when the valveis in the position shown in Fig. 12, by a wall of the casing in whichVthe valve D is mounted. This by-pass D2 registers with the passage D3in said casing when the automatic` valve is actuated, as shown in Fig.13, so that the air from the reservoir entering the valve through thepipe c is diverted from the pipe d along the passages D2 and D3 into apipe s leading to the speed governed valve S.

The speed governed valve S is rotatably mounted in a chamber 9 intowhich the pipe sleads. This chamber is divided by a wall 10, the purposeof which is to relieve the valve of the direct air pressure. The wall10, has a port 11 therein allowing passage of the air to the valve whichas here shown consists of a disc 12 mounted on a shaft 13 which isturned in accordance with train speed from any suitable part rotating attrain speed, as from an axle.

The driving connections for the shaft 13 comprise a iiexible shaft 14driven from the axle or other part rotating atV train speed andoperatively connected by a suitable gearing with a governor shaftljournaled in the engine box A (see Fig. 4). 0n the shaft 15 is mounteda governor 16 operatively connected with a rack 17 sleeved about thegovernor shaft 15 and raised and lowered by the governor according tothe train speed. The rack 17 meshes with a toothed section 18 carried bythe shaft 13 of the valve S.

The air admitted to the disc valve through the port 11 is exhaustedthrough a port 121 in the keyed plug 122 which is held in place by thethreaded follower 123. The port 121 is covered and uncovered by the discvalve 12. The air passing through said port 121 delivers to thepermissive valve B in the engine cab through the pipe a.

When the train speed is below the predetermined minimum safe speed,usually fifteen miles per hour, the governor which is set to becomeeffective-at this speed, transmits no rotation to the valve shaft 13,and the port 121 is therefore not covered by the disc 12.` When thetrain speed exceeds the predetermined minimum safe speed, the governorwill rotate the disc valve a distance suiiicient to cause the disc 12tocover the port 121, thereby closing said port and preventing passage ofthe air therefrom to the 85 engineers permissive valve B. Thisarrangement compels the engineer to iirst re-' duce the speed of thetrain to the predetermined minimum safe speed before he can reclose theautomatic system and assume control of his train.

The air escaping through the port 121 when said port is uncovered entersthe engineers permissive valve B through the pipe a at 20. This valveconsists of a cylinder 95 located in the cab within convenient reach ofthe engineer, and a weighted springresisted plunger 21 is verticallymovable in said cylinder. The lower end of the plunger is provided rwitha by-pass 22 having 100 lateral ports normally registered with theopposite portions of the passage 20-201 through which the air from thespeed governed valve passes, whereby the air may normally escape throughsaid passage 201 105 and out to the atmosphere (see Fig. 15).

When the plunger is raised, however, as shown in Fig. 17, the continuouspassage across the lower end thereof is broken and the air entering at20 is diverted into the in- 110 take end 221 of the by-pass 22 and outthrough the exit end 24 of the by-pass, which end 24 by the raising ofthe plunger, is moved into registry with a passage 25 formed in thecylinder casting and deliver- 115 ing to the pipe a1 leading to thereclosing apparatus R for reclosing the valves 2 and D.

'This reclosing apparatus R consists of a. cylinder 26 varranged in theengine` box A 120 (see Fig. f6) in which works a piston 27 carrying alug 28 adapted to contact a roll 29 carried by a stud 30 on the stub arm7 formed on the rock shaft 3. When, therefore, pressure is deliveredinto the pipe a1 125 this pressure moves the piston 27 aga-inst the roll29 on the rock shaft, thereby rotating said shaft counter to thedirection in which it was rotated by effective actuation of the trip armand restoring the retainer 4 to po- 130 sition toagain seat the valve 2,and rotating the valve pertionD of the rock shaft back to the positionshown in Fig. 12, in which position the communication between the pipesc and (l is again restored and the speed governed valve S is shut off.

The piston 27 works against the action of a coiled spring 31 which isadapted to return the piston to normal position after each actuation.The cylinder 26 is vented of any' pressure behind the piston which mighti'esist the return movement of the piston by the pipe al and passage 25,which passage when the plunger has been released and drops to its normalposition shown inV Figs.

15 and 16 registers with a passage 32 formed inthe cylinder casting Band communicating with the external atmosphere, (see'Fig. 16). rllhispassage 32 is cut oil' by a-wall of the by-pass when the plunger israised (see Fig. 17).

' According to theV present invention the trip arm 1 is adapted to swingidly in one direction when vactuated by a track obstacle withouttransmitting rotation to the rock shaft 3 and to transmit rotation tothe rock shaft 3 when swung in the opposite direction.

This arrangement permits a train running against the current of trafic,as in backing, to pass a track obstacle set at4 danger withoutautomatically stopping itself, and as-here shown may be accomplished byforming the arm 1 with an enlarged circular head 71 having an elongatedslot 73 in whichv works a lug 7 et fast on the rock shaft. When the triparm is swung in its effective direction, the wall 731 of the slot 7 3contacts the lug 7a and the motion of the arm revolves the rock shaft.lWhen the arm is swung in its ineffective direction no motion istransmitted to the rock shaft and the arm therefore simply swings idly.Y

rlhe trip arm is preferably so mounted on the rock shaft as to `beincapable of removal therefrom without first revolving the shaft andthereby causing a. brake application. As here shown this object issecured by providing the lug 74 with a groove 7 5 in its lower edge inwhich a Vpin 76 fast on the head of the trip arm is allowed to movefreely. The pin is removable from the groove through an opening 77 letin one wall of the groove. lrotruding from the head of the trip arm is astud-78 adapted to move freely in a locking slot 79 formed in thatportion of the casing which constitutes a bearing for the rock shaft.The relative arrangement of the stud 11, groove 7 5, pin 7 6, andopening 77 in the groove is such as to prevent the trip arm beingremoved from the rock-shaft without first revolving said shaft.

The slot 73 is covered by a plate 80 removably held on the reduced endof the rock shaft (see Fig. 23) and which with the overhanging flangeportion 11 of the engine box A protectsthe head of the trip arm.

From the foregoing description and drawings it will thus be seen thatthe automatic,

off communication between the pipes c and Y (Z, and hence discontinuingthe feed of air from the main reservoir to the trainhne through thevalve 2, and diverts the pres- Y sure from the `pipe o through by-passD2 Ato the pipe s leading to the speedV governed valve S. This valve `Sregulates the delivery of the direct pressure from the main reservoir tothe engineers permissive valve, which in its normal position allows thepres-- sure Vto pass therethrough. f

When the train speed has been reduced sufficiently, however, theengineer may reclose the system and proceed, without dismountingfrom hiscab, by operating` the permissive valve B to divert the exhaust pressureto the system reclosing apparatus, R, which automatically swings theroel; sha-ft back to its normal position, causing the retainer l toclose the valve `2, and automatically restoring communication betweenpipes c and cl, thus, giving the control baci: to the engineer throughhis lap valve E.:

It will further be observed that the parts are so disposed and supportedthat breakage er failure of any essential part of the systemautomatically secures a brake application, and that the vtrip arm is somounted that it cannot be removed or drop off with- Y out revolving therock shaft and causing an application of the brakes.

Various modifications in the formation and construction of my inventionmay obviously be resorted to, if within the limits of the appendedclaims.

That l therefore claim and desire to secure by Letters Patent is:

1. The combination with the train line pipe, main reservoir, andengineers valve of an air brake system, of a pressure diverting valve,located between the engineers valve and the reservoir and through whichthe pressure from the reservoir normally passes to the engineers valve,an automatically tripped relief valve in theV train line pipe effectiveupon actuation to relieve the train line pipe and to operate thepressure diverting valve whereby to shut the pressure -inf the mainreservoir from the train line pipe, and a relief valve reclosing 'andpressure restoring mechanism into which the main reservoirpressurevdiverted fron the train line pipe is emptied upon actuation of therelief-valvewhereby to reclose said reliefvalve and tof return the mainreservoir pressure to the-train line.

2. ln automatic train Vstop apparatus, the combination withy the airbrake system; and pressure supply source therefor', of a trackobstacleactuated relief mechanism for the airY brake system, an engineersresetting Lechanism for said relief mechanism, Vand a pressurecontrolling mechanism normally connecting said air brake system' andpressure relief source and automatically effective upon actuation of thebrake system relief mechanism to shut-oit the supply of pressure to theair brake system and divert the pressure for service to said resettingmechanism.

3. ln automatic train stop apparatus, the combination with the air brakesystem and pressure supply source therefor, of a trackobstacle actuatedrelief mechanism for the air brake system, an engineers resettingmechanism for said relief mechanism, an automatic speed governedmechanism dominating said engineers resetting mechanism at speeds abovea predetermined minimum speed and dominated by said engineers resettingmechanism below said Vminimum speed, and a pressure controllingmechanism normally connecting said air brake system and pressure reliefsource and automatically effective upon actuation of the brake sys- Ytem relief mechanism to shut-off the supply of pressure to the air brakesystem, and divert the pressure for service to said resetting mechanismthrough said speedgoverned mechanism.

l. The combination with the train line pipe, main reservoir andengineers valve of an air brake system, of a pressure diverting valvelocated between the engineers valve and the reservoir and through whichthe pressure from the reservoir normally passes to the engineers valve,a resetting mechanism, and automatic relief mechanism under the controlof said resetting mechanism within predetermined limits of train speed,and effective upon actuation by a track obstacle to relieve the trainline pipe and to operate the pressure diverting valve whereby toshut-oft the pressure in the reservoir from the train line pipe and todivert the pressure for service to said resetting mechanism if the trainspeed is within said predetermined limits.

5. In a device of the class described, in combination with the mainreservoir Vand train line pipe of an air brake system, a pressure reliefactuator therefor, a reset device for said pressure relief, a speedgoverned control-valve dominating said `reset device and'throughwhich-the main reservoir pressure is passed upon operation ofspeed-gever'ned mechanism at speeds above 'a predetermined minimum speedand dominating said spe'ed-governcd mechanism below said minimum speed.

7. In a tra-in control system, in combination with the air reservoir andline ther for, an automatically tripped air relief valve cut in on saidline, a speed governed reset control for tle relief valve, an engineersreset control device, distributing valve operated simultaneously withsaid relief valve and cut in on the reservoir supply to the line aheadof theengineers valve, and normally returningsaid reservoir pressure tosaid line but upon actuation shifting said pressure to said speedgoverned reset control mechanismV whereby the engineers reset controldevice is dominated by said speed governed mechanism at speeds above apredetermined minimum speed and dominating said ymechanism below saidspeed. y

8. In combination with the air bra-ke system and pressure supply sourceof a train,

automatically-tripped valve for relieving said system, a speed governedcontrol valve, an engineers permissive reset valve, a resetting device,a distributing valve effective upon actuation of said relief valve todivert thel pressure from the pressure supply source to saidspeed-governed control valve, and connections from said speedgovernedcontrol valve leading through said engineers reset valve to said resetdevice for utilizing said diverted pressure to reclose the relief valve.

9. The combination with the train line pipe, main reservoir andengineers valve of an air brake system, of a pressure diverting valvelocated between the engineers valve and the reservoir and through whichthe pressure from the reservoir normally passes to the engineers valve,a resetting mechanism, and automatic relief mechanism effective uponactuation by a. track obstacle to relieve the train lin-e pipe and tooperate the pressure diverting valve whereby to shutoff the pressure inthe reservoir from the train line pipe and to divert the pressure forservice to said resetting mechanism.

l0. In automatic train stop mechanism, the combination with the airbrake system of a train and the pressure supply source for said system,of a valve controlling the relief vof said system, a retainer normallyholding said valve closed, a rock shaft effective upon operation torelease said retainer to permit opening of said valve, a pressurediverting valve mounted upon said rock shaft and effective in suchoperation of the rock shaft to shut-offthe pressure supply7 from thepressure supply source to the air brake system, and a track-obstacleactuated trip operatively connected with said rock shaft.

11. In combination with the main reservoir and train line pipe of an airbrake systern, an automaticallytripped relief valve in said train line,a resetting mechanism for

